DECEMBER 11, 1924
THE Ninth International Aero Show in Paris is one of the largest—or, at any rate, one of the most crowded—exhibitions
which we can call to mind. Without having taken the trouble to count every machine on view in the various sections—in
itself quite a formidable task—it is quite obvious that, as we suggested, the result of a two years' " rest " has been beneficial
in every way, and that French constructors were right when they decided not to hold an aero show in the Grand Palais in
1922. Exhibiting in Paris—or anywhere, for the matter of that—is an expensive business, and the fact that at many previous
shows there has been but little real progress has, we firmly believe, been largely due to the frequency with which the French
exhibitions were held. This year, after an interval of two years, manufacturers have had time to carry out development
work, to get ready machines which in most cases have passed the experimental stage and are obviously, with perhaps one
or two exceptions, practical propositions. Consequently, there is, one might almost say, a " sanity " about the exhibition
which has sometimes been lacking in the past.
This is not to be taken to indicate that constructors have run out of ideas, for, as a matter of fact, several new develop
ments are to be found. Rather, we think, does it mean that constructors as a whole have realised that there is no short cut
to efficiency, and that to elaborate non-essentials before the machines themselves had reached a sufficient stage of develop
ment was very much in the nature of putting the cart before the horse. Consequently, one does not find at this year's show
luxuriously furnished saloons fitted into very primitive aeroplanes, such as was often the case shortly after the W^ar, when
many made the mistake of thinking that the " commercial " aeroplane was immediately realisable by that method. Since
those days we have had some experience of commercial aviation, and there is evidence that the lesson has not been altogether
in vain. For all that, however, it cannot truthfully be said that much progress has been made with the commercial aeroplane,
nor even that the show bears evidence that any progress at all has been made. As a matter of cold fact, unpleasant though
it may be, the ideal commercial aeroplane, using the term to indicate a machine having any possibility of paying for itself
in ordinary commercial use, seems still a long way off, and there is still far too much tendency to expend 60 to 70 or more
horse-power for each paying passenger carried. Farther than that we do not seem to have got. In view of the feats of
economy performed by German designers (who have produced machines in which the power expenditure does not exceed
25 h.p. per occupant carried), this state of affairs cannot be regarded as other than disappointing. Thus, as regards commercial
aeroplanes, the Paris show cannot be said to be encouraging. It appears that constructors have either rested content with
the usual high-power expenditure or else have left commercial machines severely alone.
In the military (including, of course, naval) class, however, there is real progress to be seen at the exhibition, as we hope
to show in the following and subsequent notes, and the progress is no less real because it is in the nature of detail improvement
rather than in radical departure from normal practice. The finish of all the machines is, as always, excellent. That one has
come to expect from previous exhibitions in the Grand Palais, but we think that the workmanship (a vastly more important
thing, and sometimes confused with finish) is this year considerably better, and the general standard of the machines shown
is extremely high. As always, the exhibition is very well patronised, and one cannot help wishing that when, very occa
sionally, we do hold an aero show at Olympia, it would attract as great interest as does the French Salon. It appears that in
Paris the interest in aviation is not confined to any particular class or age, but is quite general, and the comments which one
overhears are, as a rule, very intelligent and often very much to the point. The French are very proud of their aviation, and
take the trouble to keep themselves well informed on all pertaining to flying. With us the Navy has always been the pet
of the people, and the R.A.F. has not yet attained that popularity which, obviously, the French Service d'Aviation enjoys.
However, there are, fortunately, signs that this state of affairs will gradually change, and it may be hoped that when next
we hold an aero show at Olympia the somewhat discouraging experience of past shows will not be repeated. One thing which,
more than anything else, would tend to ensure success would be for the British Air Ministry to take the same attitude as
as does the French, that of letting constructors exhibit their very latest types, and not machines that have been familiar to
all for several years. It is not to be expected that the general public, nor, what is far more important, representatives of
foreign nations, will trouble to travel to London in order to see machines with which already they are thoroughly well
acquainted, but if it became known that cpnstructors were to be allowed to exhibit their latest types the matter would assume
quite a different aspect.
The Show was opened by M. Laurent-Eynac, Under-Secretary for Air, on December 5, and it will remain open until
December 21.
On December 6, President Doumergue, accompanied by the Prime Minister, M. Herriot, and a distinguished party, made
an extensive tour of the exhibition.
THE BRITISH SECTION OF THE AERO SHOW
As details of the British exhibits were given in last week's
issue of FLIGHT, it is not proposed to give particulars here
beyond stating that the stands are well arranged and, every
thing considered, fairly favourably well placed. The Arm-
strong-Whitworth Aircraft stand is, of course, the piece de
resistance as far as the British section is concerned, being in a
good position, well lighted and, as it happens, not crowded
by its neighbours. The " Siskin " is exhibited in skeleton,
and the excellent workmanship put into the machine, as well
as the splendid finish, are causing favourable comment.
This idea of showing machines without the covering is one
that seems to be becoming increasingly popular, and it
certainly has the advantage of enabling visitors to find out
exactly how the machine is built, the constructional features
and such other details as would be concealed by the covering.
On the other hand, the absence of covering seems to tend
to give an aeroplane an unfinished appearance, and we think
the scheme adopted during the War, when captured German
aeroplanes were exhibited at the Agricultural Hall, Islington,
might with advantage be copied for show purposes. This
scheme consisted in stripping all covering off one side, up to
the centre line. Thus when viewing the machines from one
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